Engine Peugeot EP6CDT

The 1.6-liter turbo engine Peugeot EP6CDT or THP 16V 156 was introduced in 2009 and was installed on almost all mass models of the French concern. There were three modifications of this unit: 5FA for 125 hp, 5FN for 150 hp and 5FV for 156 hp.

Turbo engines of the Prince family: EP6DT, EP6DTS, EP6CDT, EP6CDTM, EP6CDTR, EP6CDTX, EP6FDT, EP6FDTM, EP6FDTR.

In 2009, the company introduced an updated version of the EP6DT motor under the EP6CDT index. The basis of the design here remained the same: an aluminum cylinder block with cast-iron liners, an aluminum 16-valve head equipped with hydraulic lifters and a timing chain drive. A powerful TwinScroll BorgWarner K03 turbine with an intercooler is responsible for supercharging in this unit. Unlike atmospheric engines, there is no Valvetronic here, and the phase regulator is only on the exhaust.

The main differences between the updated EP6CDT motor and its predecessor EP6DT were: its own firmware and a more modern catalyst, which allowed it to fit into Euro 5 environmental standards, an oil pump with the ability to adjust both pressure and flow, a different vacuum pump, a pump with an electromagnetic clutch and crankshaft liners with grooves to reduce friction. Also the lubrication pressure sensor finally moved from the head to the oil filter bracket.

Specifications

The engine was installed on:

• Citroen C4 II (B71) in 2010 – 2014;
• Citroen C4 Picasso I (B58) in 2010 – 2013; C4 Picasso II (B78) in 2013 – 2014;
• Citroen C5 II (X7) in 2010 – 2015;
• Citroen DS3 I (A55) in 2010 – 2014;
• Citroen DS4 I (B75) in 2011 – 2012;
• Citroen DS5 I (B81) in 2011 – 2015;
• Peugeot 207 I (A7) in 2009 – 2015;
• Peugeot 208 I (A9) in 2012 – 2015;
• Peugeot 308 I (T7) in 2010 – 2015; 308 II (T9) in 2013 – 2015;
• Peugeot 3008 I (T84) in 2009 – 2015;
• Peugeot 5008 I (T87) in 2009 – 2015;
• Peugeot 508 I (W2) in 2011 – 2014;
• Peugeot RCZ I (T75) in 2010 – 2015.

Disadvantages of the EP6CDT engine

• The main problem of this motor is the unreliable injection pump of the direct injection system, its resource sometimes does not exceed 50,000 km. Also, the intake valves here very quickly overgrow with soot and stop closing.
• Compared to its predecessor, in the updated engine, the chain runs a little longer, but still not enough: that is, it was previously changed at 50,000 km, now it is closer to 100,000 km. It’s good that inexpensive timing kits from alternative manufacturers are offered.
• This motor received a new oil pump with the ability to adjust the pressure-flow rate, which often wedges. And if this happens in the minimum performance mode, then the crankshaft liners will pick up quite quickly in the engine, and maybe even the camshaft.
• The thermostat and pump are of low reliability, so overheating is not uncommon here. From this, valve stem seals quickly tan in the cylinder head and oil consumption immediately appears. The cause of the oil burner may be the occurrence of piston rings or wear of the crankcase ventilation membrane.
• Oil consumption and frequent overheating contribute to coking of the lubricant in the intake manifold and oil supply pipes, which leads to unstable engine operation and turbine failure. Also, the motors of this series constantly suffer from oil and coolant leaks.